Feature: Porsche 911 (991.1 and 991.2) GTS

The 991 generation may represent the best mix of modernity and rawness, especially with its GTS variants.

The 991 GTS is understated for what it offers.

The 997 generation of the 911 is widely regarded as a true modern classic. After the controversial 996 (in more ways than one), the 997 returned to more traditional Porsche looks as well as adopting an interior architecture that’s modern till today. It also heralded the first-ever 911 GTS model, which received critical acclaim for being a very good roadgoing 911, possibly even the best. 

The 997 GTS is popularly seen in white in Singapore.

Now, of course there are even more focused cars like the GT3 or the RS variants. I’m well aware of it having owned the 997.2 GT3 RS before. But hand to heart, did I enjoy the .2 RS in Singapore? Only in those moments when the roads cleared up or when nobody was around. The majority of the time, the car felt trapped in a cage in Singapore’s horrendous start-stop traffic. That’s where the GTS comes in. Yes, it may not hit the highs of those ‘misty deserted mornings’, but neither would you also hit the lows when you encounter the urban sprawl. It can take on both situations pretty well, a jack of all trades if you will. 

Quad pipes are no exaggeration here.

Taking the 3.8-litre naturally aspirated flat-six from the 997.2 Carrera S and tweaking it up to 402 bhp and 420 Nm of torque, the 997 GTS also adopted the luscious widebody from the Carrera 4 and sat 10 mm lower with the PASM sport suspension. It came with the options you’d want as standard, like Sport Chrono and sport exhaust. Less popular are the black centre-locking wheels, which look good but were a bit of a pain when it came to tyre changes (not many workshops in Singapore know how to deal with these). However, as a sweet spot in the 997 range, it was hard to beat. 

The 991.1 GTS looks more extrovert than its predecessor.

That said, I’d argue that the 991 generation, especially the .2, has a lot going for it as well, and might give the 997 a run for being the modern classic. It brought to the table better on-road manners and creature comforts. The 991.1 GTS first introduces the iconic red paintwork paired with blacked out wheels that went on to define the communication colour for the GTS. It, too, uses a 3.8-litre flat-six but now has slightly higher outputs of 424 bhp and 440 Nm. Like its predecessor, it came with desirable options as standard. The concept remains broadly similar. It is essentially the last naturally aspirated 911 GTS and that counts for something among enthusiasts and collectors alike, but in my mind it is less of an advantage than expected. Why?

The fabled NA engine in the 991.1 GTS.

The new turbocharged engines in the .2 update were initially a point of consternation among purists, and I was one of them. The same argument of possibly less direct throttle response, more muted sound and poorer longevity. But oh boy, was I wrong. They offer vastly more power; in the case of the GTS, 20 bhp (444 bhp) and 100 Nm (550 Nm) more. That’s 996 Turbo territory, and the benefits also extended to the other 991.2s. But beyond that, charisma is still present in spades. The exhaust note hardly went softer (if at all); it is guttural, raw and beautiful to listen to. The engines are harder hitting and lovely to rev out, feeling even more eager than the NA ones they replaced. The .2 cars as a whole feel sharper too, with more direct steering and better sorted suspension tuning. They almost feel like an entirely different proposition altogether.

The 991.2 Targa 4 GTS as tested on the roads around the Ring.

I think the “hidden” benefit for Singapore would-be owners is that the much smaller displacement (3.0 vs 3.8) means that renewing COE and keeping these cars for the long term makes more sense from the road tax perspective (approximately $2k a year difference). Not just punchier at the low-end (that’s more suited for urban traffic), these turbo engines also offer more scope for tunability. On the reliability side, online sources suggest that the turbo engines are very hardy. 

Mountain roads are its thing.

I hope this sheds some light on the nuances in the 991 GTS range and gives some colour as to why the 991 is becoming rather appealing as a modern classic. With the 992 came vastly higher prices and even less accessibility for the enthusiast, no thanks to government policies. However, with the 992.2 GTS breaking new ground with its T-hybrid technology, that’s one car I’d really like to drive to suss out the Next Great Thing (hint, Porsche). 

Photos by James Wong, Sean Seah and Porsche AG